Clutch control



l 0*- 15 1946. c. R. Rosen's Erm. y 2,409,515

cwi-cn connor. v Filed oct. 11,1943 s sums-snm 1 @3, ad?? M 1%' @gym'bww'.

Oct. 15,'1946. c. R. RoEls :TAL y 2,409,515

` dLUTcH coNTRoL Filed oet. v11. 1945 8 Sheets-heet '5 Oct 15, 1946. c.R. ROGERS ErAL v CLUTCH CONTROL Filed oct.

` ll, 1943 r8 Sheets-Sheet 4 www! Q 011151946- .c.l R. RoGER Erm. l l-2L409515 cLu'rcx-r CONTROL y Filed 061'.. 1l, 1943 8 Sheets-Sheet 5 od,1s, 194s.l

C. R. ROGERS ETAL CLUTCH CONTROL Filed QG?" 11, 1943' 8 Sheets-Sheet 6gym@ @Mii/ Oct. l5, 1946. C c. ROGERS Erm. 24,409,515

CLUTCH CONTROL Filed Oct. l1, 1943 8 Sheets-Sheet '7 Ob 15 1946- n CJR.RoGERs Erm. 2,409,515

GLUTCH CONTROL Filed Oct. 11, 1.943

8 Sheets-Sinaail 8 Patented Oct. 15, 1946 CLUTCH CONTROL Clifford R.Rogers, Oak Park, William O. Bechman,

Chicago, and Joseph F. Ziskal, Cicero, Ill.,

assignors to International Harvester Company, a corporation of NewJersey Application October 11, 1943, Serial No. 505,810

This invention relates to a new and improved clutch control and has forone of its principal objects the provision of means for actuating a dualclutch with a single operating pedal.

More particularly, the present invention relates to a lever-shiftingdevice operable by a pedal and capable of reversing its direction ofmovement by successive depressions of the single foot pedal.

An important object of this invention is to provide dual speed rangesfor vehicles, such as tractors or the like, and means for shifting fromone range to the other by operation of a single control. The inventionfurther provides that this single control will operate to shift thespeedrange from one to the other regardless of which range may be engaged atthe beginning.

Prior vehicles of this type incorporating two speed ranges have not beenable to immediately shift from one range to another without firstopening two or more control levers. It has been necessary to depress aclutch lever and also to shift some other lever to effect a shiftingfrom one speed range to another speed range. In such devices the leverfor shifting from one range to the other was generally capable of`shifting in at least two directions, one for each of the speed ranges.It is an object of the present invention, therefore, to eliminate thespeed-range shifting levers and incorporate them in a single clutchpedal, which is capable of entirely disengaging both clutches and alsocapable of engaging either clutch as may be desired.

A still further important object of this invention is the provision ofpower means supplementing the operation of a clutch control lever, whicheffects clutch operation quickly and easily with but minimum effort bythe operator.

Other and further important objects will become apparent from thedisclosures in the following speciiication and accompanying drawings, inwhich: Y

Figure 1 is a side elevation of the entire clutch control apparatus;

Figure 2' is a side elevation of the clutch selector;

' Figure 3 is a top plan view of lector; 1

Figure 4 shows a partial View of the device as shown in Figure 2 in ashifted position; v

Figure 5 is a side elevation of the device as shown in Figure 2;

Figure 6 is a sectional View taken on the line 6-6 of Figure 5;

the clutch se- 6 Claims. l(Cl. 192-87) Figure 7 is a sectional viewsimilar to Figure 6 with the device in shifted position;

Figure 8 is a sectional view similar to Figures 6 and 7 with the clutchselector in neutral position;

Figure 9 is a sectional view taken on the line 9 9 of Figure 5;

Figure 10 is a sectional View taken on the line IU-Iu of Figure 5;

Figure 11 is a sectional view taken on the line of Figure 5;

Figure 12 is a sectional view taken on the line |2-l2 of Figure 5;

Figure 13 is a top plan view of the clutch control booster system asshown in Figure 1;

Figure 14 is a side elevation of the device as shown in Figure 13; and

Figure 15 is a sectional view of the dual clutch used in this invention.

As shown in the drawings, the reference numeral I indicates generally anoperators cab section of a vehicle, such as a tractor or the like, andis equipped with a seat 2 in proximity to the engine andvehicle-operating foot pedals 3. The present invention relates only toclutch pedals, and for purposes of clearer understanding other pedalsand apparatus have not been shown. A service clutch pedal 4 is providedand is capable of performing all the functions of a regular clutch pedalas well as the several additional functions, which it has taken on inthe performance of the present invention.

The tractor forming the subject 'of the present invention is equippedwith a dual clutch |5| as shown in Figure 15, wherein a fly-wheel |52 isdriven continuously by the engine (not shown) and by means of clutches|53and |54 optionally drives a central shaft |56 or a superposed sleeveshaft |51. Associated with the sleeve shaft is a reduction'gearing |58capable of decreasing the speed and increasing the power output. Thedual clutch of applicants device is housed in a clutch casing 6, and theclutches are operated by means of a lever "l, which is moved by means ofa connecting link 8 in turn operated by a rocker arm 9 closelyassociated with a clutch selector The lever I is aixed to a shaft |59,which extends inwardly of the housing 6 as shown in Figure 15, andcauses movement of a fork 6| which in turn shifts the sleeve |62 ineither direction. Operating rollers |63 engage the under V-shaped sideof a dual purpose lever |64. The lever |64 is pivoted at |66, and hencemovement of the sleeve |62 and integral rollers |63 will effect atilting of the lever |64 whereby linkage |61 attached to |54. Springs|69 aid in establishing the engagement and retention of engagement ofthe fly-A wheel I 52 with either of the clutch discs. The clutchselector I I is actuated by the foot pedalV 4, and, depending upon theoperation of thisl pedal 4, a lever I2 is shifted in accordancetherewith.

It will be evident, therefore, that as the lever I2' is forceddownwardly from the position, .as shown, the lever 7 will swing in arightward direction and cause a change in engagement of the dualclutches. The lever I 2 is connected to a valve I3, which is in turnconnected to a pair offluidactuated power cylinders I4 and IS-vbyAmeansof conduits I7 and I8. The fluid-operated power cylinders I4 and I6derive their power from compressed air or other fluid under pressurenormally found in tractors of this type. The valve I3, therefore, isadapted to direct this source-of-fiuid under pressure to either of thepower cylinders I4 or I6, and upon directing it to` one; tosimultaneously exhaust the other. The power cylinders I4 and I6 arehinged at I5 and 20,= respectively. The valve I3 may be any one ofseveral standard makes, and as it forms no direct` part of the presentinvention, it is not shown in greater detail. It will be seen that whenthepower cylinder I4 is supplied with fluid under pressure, as is thecase in Figure 1 of the drawings, its pistonrod yI9 is extended andthereupon actuates the rocker arm 9 to pivot with its sleeve I'about thecentral shaft 2| fixed in the-housing 25 and thus pull the f arm Bforwardly toward the front of the vehicle. This last operation ispermitted because of the exhausting of the power cylinder-I6 and awith'u drawing of he piston rod 22 within the cylinder I Ii. Conversely,when the lever I2 is forced clownwardly, the valve then causes air underpressureto be admitted to the power cylinder |55 and exhaust the airunder pressure fromv the power cylinder I4, thereupon extending the rod22-and withdrawing the rod I9 so that the rocker arm opposite directionfrom that shown, and the connecting arm 8 is pushed in a rightwarddirection causing a shifting of the lever arm 7 and echange inthe-engagement of the operating clutches |53 and |54 with the fly-wheel|52. The valve I3, inA

addition to actingl to direct fluid under pressure, isl capable ofacting as a positive link between the rocker arm 9 and the lever I 2 bymeans of an angled lever 23, which is keyed to the sleeve shaft Ii) at30 and to the lower end of the valve I3, as best shown in Figures 13 and14. Inasmuch as the angled lever 23 is keyed to the sleeve shaft IIJ andthe rocker arm 9 is also keyed to the sleeve shaft I3, the combinationthereof forms a bell-crank. For purposes of clearer understanding,attention is called to the fixed angle A shown in Figure 14 between theangled lever 23 and the rocker arm 9. From this construction it ispossible to rock the arm 9 by a mere raising'and lowering of the leverarm I2 regardless of whether there is any compressed air or other fluidunder pressure in the system.

A depression of the foot pedal 4 acts# to pull rods 24 and 26 forwardlyso that they in turn may actuate the clutch selector IIS Arr'emer- 9 isforcedv in the1 gency pedal 27 is positioned adjacent the service pedal4 and is only used upon failure of the compressed air used in thebooster arrangement of power-operating cylinders I4 and I5. Theemergency pedal 27 is attached to a connecting rod 28. The connectingarms 24 and 23 are attached to opposite ends of a bell-crank 29 aty 3|and 32, respectively.

In order to enable the operator to shift his transmission gears moreeasily, a clutch brake, not shown, is supplied in the system and isoperated by iiuid under pressure obtained from a valve 33.v The valve 33is actuated by means of the bell-crank Z9 through lever arms 34 and 36.The upper yportion of-the bell-crank 29 strikes the top Portion of thearm 34, and movement of this arm 34 causes compression of a spring 37positioned intermediate the arms 34 and 35, and such compressionleventually causes a movement of the arm 36 similar to'that of the arm 34so that the valve plunger 33 is depressed. It is quite obvious thatadepressing of the clutch service pedal 4 will act to operate this valve33, and as the valve acts to brake the moving parts, shifting of thegears is made possible with a minimum of effort on the part of theoperator.

The connecting arm 26, between the service pedal 4and the clutchselector II, is connected to a small lever arm 39 on the side of theselector unit |I. This arm 39 is in turn xed to a shaft 4I which drivesthrough to the opposite side of the selector II and acts to operate thehooktype toggle lever arm 42. As will be seen from Figure l, forwardmovement of the connecting arm-25 is delayed by reason of the elongatedslot 43 in its forward end thereof.- An extension 44 is aixed to theservice pedal 4 at 46` and at the forward end is equipped with a stubshaft. 47 adapted to slide in the slot 43. It is quite evident from thisparticular constructionfthe pedal 4 may be depressed fully half of itsdistancetoY the floor-board 48 before the stub shaft 47 strikes the endof the slot 43. At this'point, that is; when the pedal 4 is depressedhalf way tothe Y, floor-board 48, the remaining depression of the pedal4 to the floor-board 48 will cause the arm 2'6 to be pulled forwardly,thus rotating thev shaft 4I. As best shown in Figure 2, rotation of theshaft 4I causes a similar rotation of the hook member 42 and acts toextend the toggle lever arms 49 and 5Isupported by the plate member 50,which are maintained in substantially collapsed position by reason ofthe springs 52 and 53 extending therebetween. Figures 3 and 4 show a topview of the toggle arms 43 and 5I, and

upon extending these arms 49 vand 5I by reason ofifulLdepression of theservice pedal 4 forr concurrent movement of connecting arm 25, lever 39,shaft 4I, and hook member 42, a stub projection 54 rides over the apex56 of a cam member 57. A releasing of the pedal 4 thereuponpermits thesprings 52 and 53 to again compress the lever arms 49 and 5|but inasmuchas the projection 54" is now on the other side of the center-point 53,the arms 49 and 5I will. compress in the opposite direction, as bestshown in Figure 4.

The p urpose of the clutch selector I I is toV shift the' lever arm I2so as to operate either` of dual clutches |53 and |54 by shifting of thelever Tthrough appropriate linkage ,and power booster apparatus-intheform of compressed air cylinders I4 and I6. A shock absorber 58 isassociated with the lever arm 7 and prohibits its rapid movement ineither direction so` `that movement of the lever I2, regardless ofhowfast it'may be,

the-

drive, and engagement of the other clutch |54 operates the other speedrange or indirect drive through the reduction gearing |58, so that ashifting of the lever l2 and a corresponding shifting of the lever 1through its full range will effect a shifting from one speed range tothe other speed range. The service pedal operates to disengage bothclutches upon a depression to a point midway of its normal position andthe floorboard 48 at which point the lever 1 is in a substantiallyvertical position and fork |6| is in position as shown in Figure 15, anda full movement of the service pedal 4 to the floor-board 48 will effecta shifting from one speed range to the other speed range regardless ofwhich speed range is in operation at the beginning of the depression. Aregular transmission is supplied in conjunction with the two-speedclutch, and the two speeds in the clutch system permit exactly doublerange of gear ratios that may be attained by reason of the transmissionshifting. Shifting of transmission gears is in all respects similar toany vehicle with the exception that the clutch pedal 4 is not fullydepressed as in the ordinary clutch pedal but is only depressed halfway, in which position the clutches are not engaging either clutch speeddrive. In this position the transmission gears may be shifted without adriving force being upon them, and in cooperation with the clutch brakeas operated by the valve 33, the transmission may be of the mostsimple'form and will not require complicated synchromesh elements.

Returning now to Figures 2, 3, and 4, it will be evident that upon thefull depression of the service pedal 4, the toggle hook member 42 willcause extension of the levers 49 and 5| by reason of its pulling on theshaft 60 welded, or otherwise attached, to the interconnecting member 59positioned intermediate the end of the lever 49 and the hook member 42'.The cam member 51 has an apex 56, as previously stated, and is theintersection of a substantially right angle for the side surfaces 6| and62, respectively. The cam 51 is pivoted at 61 on a fixed point of theplate 50. This toggle 51 includes upper and lower' spaced apart elements55 and 60 between which the lever 5| moves. The end of the toggle 51 isspread in a fork-like extension, as shown at 05, and terminates in anend 64 which prevents spreading or contracting. The toggle arm 5| issupplied with an elongated slot 90 in its end and is adapted to receivethe pin member 61 for sliding movement therein. The pin member 61 hasextensions for supporting the ends of the springs 52 and 53. As bestshown in Figures 2 and 11, the cam member 51 has a fork-like eX- tension68 at its rear and acts to support opposed pins 69 and 1|, which engagean annular groove 12 formed in a shaft 13 by means of spaced apartannular anges 14 and 1G. Therefore, upon movement of the cam 51, acorresponding movement will take place in the shaft 13. Projecting stops11 and 18 are applied on the underside of Y the caml member 51 and actto limit movement of the toggle arm 5| in either of its range ofmovements. 'r'As shown in Figure 3, the projection 54 on the toggle arm5| is riding on the surface 6| of the cam 51 and a full depression ofthe service clutch pedal 4 will cause an extension of the toggle arm 49and 5| to a straight angle between the arms attheir intersection at 19.Inasmuch as the apex 56 of the cam 51 is off-center with respect to animaginary line drawn between the spring pins 61 and 10, the stopprojection 54 will now be sliding on the surface 62 of the cam member51, and a release of the pedal will bring about a condition as shown inFigure 4, upon the toggle arm 5| sliding down at'the side 62 of the cammember 51 and eventually striking the stop 18. Continued collapsing orcompressing of the toggle arms 49 and 5| causes concurrent movement ofthe cam member 51 about its pivot 61 so that the shaft 13 is forcedinwardly, viewing the device from Figure 2 of the drawings. It will beunderstood, of course, that these toggle arms 49 and 5| are not inoperation until such time as the service clutch pedal 4 is depressedbeyond its half-way mark and at that time they begin operation. Thetoggle lever arm 49 has the spring-holding pin 10 a'ixed through its endportion and upon an extension of the levers 49 and 5| the pin slides inthe slots 15 in the supporting plate 50.

As shown in Figures 3 and 5, the connecting links 24 and 2B, between theservice pedal 4 and the clutch selector join the bell-crank 29 at 3| andthe arm 39 at 8|, respectively. As previously stated, the operation ofthe arm 39 causes rotation of the shaft 4|, which extends from the oneside of the clutch selector to the other, as best shown in Figure 3.Operation of the rocker arm 29 in contradistinction to the operation ofthe arm 39 begins operation immediately upon any depression of theservice clutch pedal 4 and causes rotation of a shaft 92 Within theclutch selector A bell-crank 83 is splined or otherwise keyed to theshaft 82, and upon rotation thereof causes movement of its extendingarms 84 and 86. A hub portion B1 of this bell-crank B3 acts as a spacerbetween the casing side Walls 88 and 89 of the selector and preventsundesirable shifting of the `bell-crank 83 longitudinally of the shaft82 which is rotated by the outwardly mounted bell-crank 29 of the clutchselector 'Ihe outer end of the arm 84 of the bell-crank 83 attaches to aconnecting arm 9| at 92, and the connecting link 9i is attached at itsother end to a bell-crank 93 at 94. The bell-crank 93 is pivoted on abearing sleeve shaft 99 composed of sections and l0 as best shown inFigure The other arm 86 of the bell-crank 83 attaches to a connectinglink 91 at 98. The other end of this connecting link 91 adjoins abell-crank 99 at llll. This latter bell-crank 99 is pivoted on thesection |00 of the bearing sleeve` 90.

Figure 9 is a transverse sectional View taken along the shaft 4| andclearly shows the connection between the lever arm 39 and the togglehook member 42 on the far side of the clutch selector Figure 10 is afurther transverse sectional view of the clutch selector and is takenthrough the bell-crank B3 and shows connections 92 and 98 withconnecting links 9| and 91, respectively.

Figure 11 is a further transverse sectional view through the clutchselector and is taken through the bell-crank 93 and shows the connection94 between `the link 9| and the bell-crank 93. The plan view shape ofthe bell-crank 93 can best be followed in Figure 5, wherein itshows thatthere is an upper arm |02 and an arm |03 extending at slightly less thana right angle thereto. This arm |03 of the bell-crank 93 supports analinement bracket |04, which has an inwardly extending upper flange |06and a rounded lower end |01. A` hole-f|981is positioned. inl thebracketY I94'near its upper end thereof. lThe shape and arrangementof'the flange and-aperture |96 and |08, respectively, is better shown inarcuate sectional views, 6; 1, and 8.

The second bell-crank 99Y on the shaft 96-is also equipped with asubstantially upwardly eX- tending arm |69I and a lower extension I I I,which is slightly less than a straightf angle with respect to the upperarm |09. The lower arm IH is similarly equipped with an alinementbracket I|2,' which has a lower flange I i3 and an upper rounded portionI I4 and includes an aperture I I6, all fullyshown in' Figures 6, '1,and 8.

As will be noticed in Figures 6, 7, and 8, the alinement brackets |94and ||2 arespaced at a considerable distance apart', and a' thirdbellcrank` Ilfl' is positioned therebetween'and on the shaft 99. Thebell-crank I |1'is equipped withan arm IIS positioned centrally oftheelinement brackets-|94 and ||2\and-ar depending arm H9. The-lower`end of the arm IIS engages a connecting link |2| at |22. The` connectinglink I2| is attachedat |23 to the lever arm |24, which is in turn keyed,splined, or otherwise attached, to a shaft |29, upon which is mountedthe operating lever. 2, previously described as in connection withFigures 1 and 3.

Thefork-like arm |I8 ofthe bell-crank I|1 is additionally shown inFigure 11 and has a clamp therebetween. A pilot shaft |21 is rigidlyheld between upper and lower members |23 and |29, respectively. As shownin Figures and 6, the shaft |21is shown in its leftward position andengaging the aperture |98 in the alinement bracketl |04. Figure l1additionally shows the shaft 13 shifted by means of the cam 51, aspreviously described. The bell-crank I Il superposes this shaft 13 andshows the upper and lower members |28 and |29 attached by means ofsuitable bolts or the like |39. It will be seenv that a shifting of theshaft 13 will cause a simultaneous shifting of the clamp members |28vand|29 inasmuch as they are mounted in an annular recess I3! in the shaft13.' strained by reason of a spring-pressed detent 32 engaging notches|33V or |34in the shaft 13. A spring I 36racts to force the plunger |32into the slots |33 or |34. The engaging angle of the lower end of thedetent I 32 and the angle of the slots I 33 and |34 are relatively smalland a great force is not required to cause shifting of the shaft 13, butthe shaft 13 is prevented from unwarranted wobbling or shifting exceptwhen desired.

As best shown in Figure 3, thebell-crank I1 has spaced arms |31 and |38which. encloser the clamp arm |23 and support a T-headliawelded to theends thereof, as shown at I4I. The T- head |39 has downwardly dependingend portions |42 and I 43, which prevent excessive lateral shiftingV ofthe alinement arms |84 and II2.

` In operation, the tractoror other vehicle is preferably started in thelow speed range, or with firten I 5G in operation, andwe, therefore,assume that the shaft 13 is in its` proper position to effect such lowspeed range engagement. In such position the shaft 13 has its notch.Itengaged by the detent |32, andY also in such position the clampmembers |23 and |29 are in their extreme ward position, as shown inFigure'll. Inthis position, the pilot shaft |21 is also in its. extremeleftward position, as specifically shown in Figure 6.' Asshown in thisFigure 6, the shaft |21 engages theaperture |98 inthealinement arm|.ll4fas .well as .engaging ,theapertures |44 and-.|45

Movement of the shaft 13 isref in the members` |31 and |33,respectively, which are an integral part of the rbell-crank I I'I. Itwill be noticed that the right end of the pilot shaft |21 is notengaging the alinement arm II2.but rather is separate from this arm ||2.service clutch pedal 4 isl depressed, the bellcrank 29 is directlyrotated by means ofthe connecting link 24. This causes-immediaterotation of the shaft 82 and a similar rotation ofthe bell-crank 83mounted internally ofthe clutch selector II. Rotation of this bell-crank83 in a clockwise direction as viewed in Figure 5, and indicated by thearrow C, causes a rightward movement of the connecting link 9| and asimilar movement of the upper arm 02 of the bell-crank 93. Such movementcauses the bell-crank 93 to move in a clockwisel direction about itssupporting shaft 96, whereupon its lower extension |93, supporting thealinementy arm I 04, moves downwardly, and'by reason of the shaft |21engaging' both bell-cranks 93 and I I1, clockwise rotation of thebell-crank is imparted to the bellcrank ||1 is shifted leftwardly, thuspulling the connecting link I2I in a similar direction and also thelever arm |24, which is keyed to the shaft |26, It will thus be seenthat clockwise rotation is given to this shaft |26; It will beremembered that the shaft I 26 supports the'actuating lever I2, and itthus moves the arm I2 downwardly as viewed in Figure 1. This downwardmovement of the lever I 2 actuates thel control valve I3, effectingoperation of one of the power cylinders I4 or It, thus shifting therocker arm 9 land thereupon the lever arm 1 through the connecting link8. Such operation causes both the dual clutches |53 and |54 to bedisengaged, andthe device is in condition for manual shiftingof thetransmission gears. Release'of the pedal 4'from its half depressedposition willv cause a reengagement of the same clutch |54 that wasengaged at the time the service clutch pedal was initially depressed.Assuming now that we are in either seconder third-*speed of the regulartransmission speeds, and we desire to shift the clutch speed to a directdrive, it is merely necessaryto depress the-'service clutch vpedal allthe way to the'floorboard 48 at which time the connecting link 26 willbe actuated and will in' turn act'to shift the toggle lever arms 49 and5| from the position shown in Figure 3 to the position shown in Figure4'. As previously stated, this has'caused'the cam member 51'to shiftdownwardly so that its apex Efis at a point below the center linebetween the end mountings of the lever arms 49 and 5I.' Shifting of thiscam 51' is, ofcourse, caused by the engagement of the arm 5I withy theprojection l'on the cam'51. Shifting of this cam .'ilalso causes asimilar shiftingA of the shaft f3, which determines which one of thebell-cranks, 93 or 99, will be the controlling factor in operating thebellcrank` I I1.' The position of the shaft I3 after its shifting, asshown in Figure 4, will cause engagement ofthe detent |32 with.A thenotch |34 rather than notch I 33, as shown in Figure 11. Such shiftingof'the shaft 13 'causes a similar shifting of the clamping membersIZBand |29 by reason of their engagement in the annular recess I2| inthis shaft 13. In the shifted position, the clamping members |28 and|29' will move rlghtwardly and engage the riglitarm of the bell-crankII?, as shown in Figure 11.- Such shifting of the clamping members |28and |29 causes a like shifting of its supported pilot shaft |21, whichthere;- upon disengages the alinement'member ||l4iand engages thealinement member,V |12; as shown in As the Figure 7. In such position adepression of the service clutch pedal 4 will cause rotation of theshaft 82 in a clockwise direction and will effect a downward movement ofthe connecting arm 61 and hence will cause the bell-crank 99 to move ina counter-clockwise direction about its supporting shaft 66 viewed inFigure 5, and inasmuch as the alinement member I|2, which is a part ofthe arm III of the bell-crank 55, is now engaged by the shaft |21, itwill be evident that movement of the bell-crank 25 will control movementof the bell-crank Ill so that this time the depending arm IIS,connecting link IBI, and lever arm 524 will all move in a rightwarddirection as shown in Figure 5. The resultant rotation supplied to theshaft |26 is now counter-clockwise as distinguished from the clockwisedirection that it had when its rotation was obtained from the` bellcrank93. Therefore, the lever arm I2 is shifted upwardly and effects anopposite movement of the lever arm 1 and an engagement of the other ofthe dual clutches |53 of this device. Following through with the drivingoperation, it will be understood that we now are driving directlythrough the clutch |53, and the speed of the vehicle increases. While inthis high speed range of the clutch, it is possible to shift in any ofthe regular transmission gear speeds by merely depressing the serviceclutch pedal 4 to its half-way position to the floor-board 48. It willbe understood that regardless of which clutch speed range is inoperation, a full depression of the service clutch pedal will cause theclutch speed range to change. 'I'his is true because the cam member 51,upon each shift, has its vertex 56 shifted to either one side or theother of the center line drawn between the spring retaining shafts 61and 1Il. This shifting causes the projection 54 to ride overcenter everytime the lever arms 49 and 5| are extended by reason of movement of thehook 42 upon operation of the connectingarm 26. After each overriding ofthe center 56 by the stub projection 54, the lever arm 5| will ride downthe opposite side of the cam 51 so that regardless of its initialposition the cam 51 will shift in an opposite direction so that theshaft 13 will reciprocate.

Depression of the pedal'll causes rotation of the bell-crank 83 and asimultaneous shifting of the connecting arms 9| and 91 so that bothbellcranks 93 and 99 shift regardless of which one is engaging thebell-crank II1. Initial depression of the foot pedal 4 causes thebell-cranks and their associated alinement members |04 and H2 to assumethe position shown in Figure 8, wherein the flanges |06 and I|3 engagethe members |31 and |38, respectively, and upon such engagement, bothapertures |08 and IIE are axially alined with the shaft |21. In thisposition the shaft may be shifted upon continued depression of the footpedal 4 and operation of the toggle levers 49 and 5| to effect movementof the cam 51. However, if the clutch pedal 4 is not depressed theremaining half distance to the floorboard 48, the pilot shaft |21 willremain engaged with the alinement member |04 or I I2 with which it wasengaged previous to any depressing of the pedal 4.

When the compressed air or fluid pressure of the vehicles fails, and itis desired` to make changes in the transmission gearing, this ispossible by utilizing the valve I3 as a solid link between the rockerarm 9 and the lever I2. As bestshown in Figures 13 and 14, the rockerarm 9 and lever arm 23 are keyed to the shaft 2| on l0 the pivot pointIII so that the lever arm 23 and legs 15|' and |52 of the rocker arm 9form fixed bell-cranks defined by the xed angle A between the arms 23and |52. The valve I3 has an operating valve stem |53 verticallyreciprocable through a small range of movement. It will be apparent thatwhenrthe lever I2 either lowers or lifts the valve operating stem |53 toeither of its limiting positions, further movement of the -lever I2 willcause a shifting of the entire valve body I3. This valve I3 is equippedwith a depending member I54 terminating in a fork |56 between which ismounted the end of the lever arm 23 pivoted thereto by means of theshaft |51. During ordinary operation of this clutch selector, movementof the lever I2 will cause the valve I3 to direct air under pressure toeither one of the cylinders `I4 or I6, whereupon the cylinder receivingthe comp-ressed air will have its piston extended and thus rock therocker arm 9 about its pivot 2|. Upon release of the service clutchpedal 4, the spring |58 will act to return it to its normal upwardposition with respect to the floorboard 48. Upward movement of theservice clutch pedal 4 will cause a counter-clockwise movement of theshaft 62 and an opposite movement of the lever I2. Such movement of thelever I2 will cause the valve I3 to actuate one of the power cylindersI4 or I6 and shift the lever 1 to enage either plate of the dual plateclutches |53 or |54. The force required to shift the friction clutchplates into and out of engagement is great, as it must overcome thedirect forces of the large springs |69, and it is, therefore, necessaryto use the'compressed air booster in both directions of clutch movement,that is, in engaging or disengaging. The spring |58 is not strong enoughto actuate the clutch but is suiciently strong to operate the lever I2.Hence, when the air pressure is not operating, and the service pedal 4has been depressed for shifting purposes, it is necessary to operate theemergency pedal 21 to raise the service pedal 4 inasmuch as depressionof the emergency pedal 1 causes counterclockwise movement of the rockerarm 29 about its shaft 82, as viewed in Figure 1. From this descriptionit will be evident that it is possible to shift clutch ranges entirelyby manual operation without the aid of the booster system or merely toshift transmission gears upon a halfway depressionjof the service pedal4. In both instances, the service clutch pedal is raised by depressingthe emergency pedal 21.

Overrunning spring units are supplied in the connecting arms 24 and 26,between the pedals 4 and 21 and the clutch selector I`| at |46 and |41.The spring unit |41 is for the purpose of permitting tolerance inadjusting `the length of the slot 43. The spring unit |46 comes intoplay during the last half of the depression of pedal 4. During thatmovement, it is required that the rocker arm 29 remainin its position asxed by the first half of the depression of the pedal 4, and, therefore,inasmuch as the connecting arm 24 continues to move through fulldepression of the pedal 4, the spring |46 will be compressed. It will beunderstood that the spring is under a sufficient initial load to causethe arm 24 to act as a solid link between the pedal 4 and the rocker arm29 during vthe rst half depression of the pedal 4. During the last halfof the pedal depression the spring |46 compresses and the rocker arm 2Sremains in neutral while the range shifter comes into operation. If thecompressed air or other power fails, then it requires much more force tobring the clutch selector into neutral position, and therefore, theinitial load of the spring MS is overcome during the first half of thedepression of the pedal "4 and neutral position of the clutch selectoris not reached until full depression of the pedal 4. At such time therange ofthe clutch has also been changed, but this is not detrimental tothe tractor operation.

The connecting arm 28 between the emergency pedal 28 and rocker arm 29is provided with a means 'for adjusting, as shown at |48. Operation of`this turnbuckle adjusting means M8 will vary thelength of theconnectinglink 28.

V'Ihe top of the clutch selector unit Il' is equipped with a clampingdevice |49 .to enable electrical cables or the like to be rmly held inthe vehicle. This, however,'performs no function of the presentinvention.

'Numerous details of vconstruction may be varied throughout a widerange, but it is not the purposev of this invention to limit the patentgranted hereon otherwise than as necessitated by the appended claims.

'.What is claimed is:

1 'In a vehicle having dual`clutches and actuating means thereforcomprising an operating pedal, a clutch selector, said actuating Ymeanscapable of effecting alternate engagement of either clutch uponsuccessivedepressions of said operating pedaL'said clutch selectorcomprising a pair of shafts adapted to be successively rotated bytheoperatingpedaL'one of said shafts having a bell-crank leverkeyed'thereto, a pair of levers joined to opposite ends of saidbellcrank lever,`a third shaft, and a bell-crank lever keyed to saidthird shaft,'the other of said'pair of shafts operating 'meansto vcauseinterlocking of either of said levers to the bell-crank on the thirdshaft, whereby said third shaft has'motion in either direction ofrotation depending on which lever is locked t the 'bell-crank on thethird shaft.

'2. In a vehicle having'dual clutches and actuating means thereforcomprising an operating pedal, a clutch selector, vsaid actuating 'meanscapable .of effecting alternate engagement of either clutch uponsuccessive depressions of said operating pedal, said clutch selectorcomprising a pair of shafts adapted to be successively rotated by theoperating pedal, one of said shafts having a bell-crank lever keyedthereto, a pair of levers joined to opposite ends of said bell-cranklever, a third shaft, and a`bell-crank lever keyed to said third shaft,the other of said pair of shafts operating means to cause interlockingo-f either of said levers to the bell-crank on the third shaft, wherebysaid third shaft has motion in either direction of rotation depending onwhich lever is locked to the Ybell-crank on the third shaft, said meansto cause interlocking comprising a toggle mechanism.

3. In a vehicle having dualv clutches and actuating means thereforcomprising an operating pedal, a clutch selector, means interposedbetween said selector and the dual clutches for engaging either of saidclutches, said actuating means capable of effectingalternate engagementof eitherclutch upon successive depressions of said operating pedal,said clutch selector comprising a pair of shafts adapted to besuccessively rotated by the operating pedal, one of said shafts having abell-crank lever keyed thereto, a pair o-f levers joined to oppositeends of said bell-crank'lever, a third shaft, and a bell-crank leverkeyed to said thir'd shaft,'the other Yof said pair of shafts operatingmeans to cause interlocking of either of said levers to the bell-cranken the third shaft, whereby said third shaft has motion in eitherdirection of rotation depending on which lever is locked to thebell-crank on the third shaft, said means to cause interlockingcomprising a toggle mechanism having a pivotable cam toggle with anapex, a pair of hinged toggle arms, a spring for normally compressingsaid toggle arms, a projection on one of said toggle arms for engagingone end of said cam toggle, projections on opposite sides of said camtoggle engageable by said toggle arm having the projection to causepivoting of the cam toggle, and a reciprocable shaft moved by theopposite end of said cam toggle, said reciprocable shaft carrying alocking pin to alternately engage one or the other of said levers withthe bell-crank on the third shaft and an extension of said toggle armsby the rotation of the other of said pair of shafts by depression of theoperating pedal causing said projection on said togglearm to move pastthe apex on the cam toggle and a subsequent release of said operatingpedal and a concurrent release of the other of saidpair of shaftspermitting said spring to compress said toggle arms in the oppositedirection'as theprojection on said arm rides'down the opposite side ofthe cam toggle, whereupon said toggle arm strikes one of the projectionson saidcam toggle and causes it to pivot and soshift the sha-ftcarryingthe locking pin to engage the-opposite lever with the bell-crank fromthe one vinitially engaged.

4. In a vehicle having dual clutches and actu ating means thereforlcomprising an operating pedal, a clutch selector,'said actuatingmeans-capable of effecting alternate engagement of either clutch uponsuccessive depressions of said operating pedal, said clutch selectorcomprising a pair of shafts adapted to be successively rotated vby theoperating pedal, a crank von each of said shafts and a connecting rodbetween each crank and the operating pedal, one ofsaidshafts anda-connecting rod between each crank andthe operating pedal, one of saidconnecting rods having a lost motion means therein and the other of'saidconnecting rods having an overrunning `spring means therein.

5. LIn a vehicle havingdual clutches and actuating means thereforcomprising Yan Aoperating pedal, a clutch selectormeans interposedbetween said selectorand'the dual clutches for engaging either of saidclutches, said actuating means capable .of effecting alternateengagement of either clutch upon'successive depressions'o'f saidoperating pedal, said clutch selector comprising aplurality ofleversand'meansfor'interlocking a predeterminedpgroup of said levers wherebymovement of .the operating pedal through its full range of travel willautomatically cause vanother group of said levers'to-be interlocked,said means forinterlockinga predetermined group of levers comprising atoggle mechanism spring compressed to'one side andadapted to be extendedto a straight angle upon .depression ,of -theoperating pedalanduponrelease of said pedal to have said toggle mechanism compressed to theothersi'de, and said means interposed between said selector and 'thedual clutches comprising an auxiliary power supply, a valve, Vand aipairo'f power cylinders,ywhereby operation of Athe-selector will operatesaid valve and effect operation of either of said powercylindersdepending on ,the direction of` movement of theselector.

'6. In a vehicle having dual clutches and actuat- 13 ing means thereforcomprising an operating pedal, a clutch selector, means interposedbetween said selector and the dual clutches for engaging either of saidclutches, said actuaing means capable of effecting alternate engagementof either clutch upon successive depressions of said operating pedal,said clutch selector comprising a pair of shafts adapted to besuccessively rotated by the operating pedal, one of said shafts having abellcrank lever keyed thereto, a pair of levers joined to opposite endsof said bell-crank lever, a third shaft, a bell-crank lever keyed tosaid third shaft, the other of said pair of shafts operating means tocause interlocking of either of said levers to the bell-crank on thethird shaft, whereby said third shaft has motion in either direction ofrotation depending on which lever is locked to the bell-crank on thethird shaft, said means to cause interlocking comprising a togglemechanism having a pivotable cam .toggle with an apex, a pair of hingedtoggle arms7 a spring for normally compressing said toggle arms, aprojection on one of said toggle arms for engaging one end of said camtoggle, projections on opposite sides of said cam toggle engageable bysaid toggle arm having the projection to cause pivoting of the camtoggle, and a reciprocable shaft moved by the opposite end of said camtoggle, said reciprocable shaft carrying a locking pin to alternatelyengage one or the other of said levers with the bell-crank on the thirdshaft and an extension of said toggle arms by the rotation of the otherof said pair of shafts @by depression of the operating pedal causingsaid projection on said toggle arm to move past the apex on the camtoggle and a subsequent release of said operating pedal and a concurrentrelease of the other of said pair of shafts permitting said spring tocompress said toggle arms in the oppo-site direction as the pro jectionon said arm rides down the opposite side of the cam toggle, whereuponsaid toggle arm strikes one of the projections on said cam toggle andcauses it to pivot and so shift the shaft carrying the locking pin toengage .the opposite lever with the bell-crank from the one initiallyengaged, said means interposed between said selector and the dualclutches comprising an auxiliary power supply, a valve, a pair of powercylinders adapted to be singly actuated by said valve, a rocker armadjoining said power cylinder, and an angled lever arm adjoining saidValve and affixed to said rocker arm at its fulcrum, whereby the angledlever arm and the rocker arm form a bell-crank and rocking of saidrocker arm in a direction depending on which power cylinder is actuated.

CLIFFORD R. ROGERS.

WILLIAM Oi. BECI-IMAN.

JOSEPH F. ZISKAL.

